Traffic signal system for non-stop networks



Feb. 23, 196Mo J, K, MAS-[EN n 2,926,332

` TRAFFIC SIGNAL FOR NON-STOP NETWORKS Filed Feb. 23, 1954 5Sheets-Sheet l Feb. 23, 1960 J. K. MAsTEN TRAFFIC SIGNAL SYSTEM FORNON-STOP NETWORKS Filed Feb. as, 1954 5 Sheets-Sheet 2 y I(NVENTOR.

BY (LieWA w, 5g .I l

Feb. 23, 1960 J, K, MASTEN 2,926,332

TRAFFIC SIGNAL SYSTEM Foa NoN-STOP NETWORKS Filed Feb. 2s, 1954 lssneets-sheet s J' A ,t A A 4, A 4 A ll -hu f f INVENTOR.

Feb. 23, 1960 v J, K MASTEN 2,926,332

TRAFFIC SIGNAL SYSTEM FoR NoN-STOF NETWORKS Filed Feb. 25, 1954 5sheets-sheet 4 G/ R R @R G s @CH 35 9 IAWENTOR.l

BYQMWN A mw? United States Patent TRAFFIC SIGNAL SYSTEM FR NUN-STOPNETWRKS .lohn K. Masten, Elmhurst, NX. Appiication February 23, 1954,Serial No. 411,912

18 Claims. (Cl. 340-40) My invention relates particularly to the system,and process, of operating and controlling pedestrian and vehiculartrafc, and especially urban traflic, although it is applicable tocrossing road systems generally to control the traffic thereon. p v

An object of my invention is to obtain maximum nonstoptrahie-conductance and so as to obtain compatibility of many types ofroads. In this way, one of the objects of my invention is to attain acontinuous coordinated ow of traic on the different crossing roads suchas primary roads which are of high conductance and secondary roads whichare of lesser conductance, in which traic is allowed to travel longdistances in a cycle of time for ex-V ample through eight intervalspaces on any one road in one given time cycle, while permittingnon-stop traic on crossing roadsV The light signals, for instance redand green, are so arranged as to turn, on various points ofthe S-pointcycle. In other Words, by my invention, there is attained a constantprogression of the trac, at speeds that are proportionate to the blockdistances, for example at equal speeds where the block distances areequal, without interference. Furthermore, my system affords rapidconductance of a large volume of vehicular trailic while allowing propertime for crossing by pedestrians at the cross-intersections. Myinvention, also, includes the provision of similar groups of signals soarranged as to permit the uninterrupted synchronized travel of traiictrains along the roads and across their intersections.

Heretofore, with respect to trailc progression, it has been consideredthat the ideal city block would be of impractically large size, forexample 1A mile between intersections, in order to permit fairprogressive speeds and volume, and a sufficiently long cycle to insurethe safety of pedestrians at all crossings. the present invention toprovide a method for obtaining good speed, volume and safety in anetwork of roads Where the blocks are small to permit thereby highconductance network progression of traffic in areas Where it has notpreviously been attained, thus providing a way to relieve the congestionwithin many of our present cities and to provide planning for futureurban areas. Thus, the

conception of the needed city block should be changed as small blockscan contribute to great conductance rather than congestion.

t is an object of this invention to attain greater Voverall utility andcompatibility than either a network of completely two-way or completelyone-way conventional arrangements can provide, by controlling traiic ina special manner in a network of roads which are predetermined forprimary and secondary use, to provide a degree of tratlic conductance inurban areas that greatly surpasses that which is possible with formercontrols, especially where small blocks preclude satisfactory use ofother processes, while at the same time making it possible to retain orrestore at will some two-way roads. This enables a greater degree ofcompatibility to be attained.

A further object is to effect a primary and secondary road trafficcontrol `in a network, to provide a wide It is an object ofV 2,926,332Patented Feb. as, leso primary separation and also a wide secondaryseparation, in such a way as not to produce conflict and so that eachsupplements the other, to secure, in zones containing small blocks,certain inherent advantages of large blocks, as for example, increasedprogressive speeds, while also securing themany advantages ofsmallblocks such as the greater total square footage of roadway provided,ease or" access, convenience for pedestrian and automotive traic,suitability for mass transit accommodations, and commercial utility.

This method is especially recommended, for example, in areas such as thecentral business sections of Los Angeles, California, and Pittsburgh,Pennsylvania.

Each signal maybe operated by a cam rotated by the alternating currentcycle, that may be considered to be divided into eight equal intervalsor eight equidistant points of time on the circumference of the c am, sothat each particular signal cam is started at a particular oneof theeight time-points. Y Thus, vertical and horizontal volumes of traffic ina network of roads are apportioned according to the span of the cam inits particular point of rotation at each particular crossingrin the roadsystem.

While my'v invention is capable of embodiment in many diierent forms,for the purpose of illustration I have described oniy certain forms andmodications of my invention and have shown only certain illustrationsthereof in the accompanying drawings, in which a one-way road is shownby a single line, a two-way road is shown by a double line, a primaryroad of relatively high conductance is shown by a heavier line than inthe case of a secondary road generally of relatively lower conductanceor 'a tertiary or optionally restricted road, and the tertiary roads areshown lin dotted lines.

Where two-line roads are indicated, however, it should be understoodthat by permitting trafc to progress both ways trame may obviously beconfined to either way at option, if desired, and that such employmentmay notl only be necessary on some streets but frequently desirableespecially in dual employment, of which Fig. 7 is an example.

Fig. l is a diagrammatic representation of a unit system of roads usingsignal lights, each being actuated in a complete cycle of operationdivided into eight time-points, in which the primary block system iscomprisedA of urban blocks shown as being approximately square, with twosets of crossing one-way primary roads and alternating directions oftravel, having between one of the sets of parallel one-way roads aninterposed set of parallel two-way secondary roads, this being asubstantially ideal city street arrangement;

Fig. 2 is a like View of a system such as in Fig. l, but having addedthereto a set of parallel tertiary two-way roads located at right anglesto the secondary set of two- Way roads, and in which the tertiary roadsmay not be operated for through traic, but in which all of the primaryand secondary roads are provided for continuous through traic; f

Fig. 3 'is a view similar to Fig. l, in which the secondary two-wayroads extend differently through some of the urban blocks, to illustratethe adaptability to different road arrangements;

Fig. 4 is a similar view to that shown in Fig. 2, but in which some ofthe secondary roads are at right angles to other secondary roadsoperated to produce continuous trafc thereon;

Fig. 5 is an urban block system, having interposed between each set orparallel primary roads, a set of parallel one-way secondary roads;

Fig. 6 is another block system, but in which one set of parallel primaryroads has interposed another set of parallel primary one-way roads aswell as two sets of parallel two-way secondary roads;

Fig. 7 is a similar view of a system like that in Fig. 6, but in whichthere is added an interposed system of tertiary or additional two-wayroads, located at right angles to the other two-way roads;

Fig. 8 is a similar view to Fig. 6, but in which the primary blocks arenot square and not uniformly the same, but longer in one direction thanthe other;

- Fig. 9 symbolizes the electrical or mechanical actuation of therespective signals through the illustration of cams, any one signalbeing actuated in the manner well known in the art, Vto illustrate therelative positions of signal cams at the identical moment the signalsbearing the timepoint 2 are actuated to horizontal Go. If at thisinstant the cams of all signals 2 have just changed their phase tohorizontal Go, it is apparent that the cams of all signals bearing thetime-point 3 are positioned 45 behind, so as to be actuated tohorizontal Go upon the following 1/8 cycle of time. The cams of othersignals are similarly offset in time and degree, one from the other.This offset relation is retained as the cams revolve; and l Fig. l is anillustration showing the platoon arrangement of Figs. 2 and 4 at themoment shown therein when the signals at time-point positions 2 arechanging to horizontal Go.

Fig. 9, thus, shows, as examples of the eight positions,diagrammatically, the l, 2, 3 and 4 positions of the cams at the momentthe 2 position is being actuated, as at the upper left-hand corner ofFig. 5, and in every other 2 position in all the figures, each of therotary cams 10, 11, 12 and 13, and their corresponding light positions14, 15, 16 and 17 being shifted by the cam surfaces coacting withelectrical or mechanical light-shifting contacts or elements 22, 23, 24and 25. The cams 10, 11, 12 and 13 are adjustably held by screws 26, 27,23 and 29 on constant speed shafts 30, 31, 32 and 33, all driven, forexample as in electric clocks, at the same speed from any source ofelectrical current, for instance an urban electrical A.C. current,having a given cycle of alternation. However, any other means ofcoordinating and synchronizing the signals through previously knownmeans can be used instead. The spans of the cams could be increased, ordecreased, to any extent desired, as shown at 34. One of these red andgreen signal lights is located at each of the road crossings, eachhaving, for example, a 180 segment for each of two signal positions,making a 360 cycle of rotation of the cam in a given time cycle, forinstance a 60-second cycle, all of which cams. and signal lights may beconstructed alike so that the said cycle may be divided into the eighttime-points. Each cam located at its respective crossing may be setmanually or otherwise at its particular 45 offset time-point, in orderthat at a given instant of time all the cams at the various roadcrossings will have been set at their respective one of said eighttime-points, as indicated by the numbers on the respective roadcrossings shown in Figs. 1 to 8, indicating the time-point at which eachsignal begins its cycle in relation to all other signals in a commondirection.

In the drawings, the examples of road systems therein embody signaldevices for roads running substantially at right angles to one anotherand which, for convenience, may be referred to as being vertical orhorizontal, respectively. Each signal device is understood to contain atleast Go and Stop signals for the crossings, and while additionalcaution signals may be included, they will not be considered herein.Initially, in the explanation of my invention, the description will dealwith signal devices which exhibit Go and Stop signals to the crossingdirections for equal time periods, each corresponding to the duration ofone-half the same chosen signal cycle for all the signals. Thus, in oneposition of the signal, it will display Go to the horizontal directionand Stop to the vertical direction and vice versa, and each signaldevice will be switched from one position to the other at half cycletime periods. The signal devices are identified according to the cyclepoints at which they are set in the time cycle when they switch to adifferent position in a common direction of traffic. The cycling of thesignal devices takes into account the time needed for pedestrians tocross an intersection, for which 30 seconds may be generally considereda minimum amount of time, which means that the Stop signal may be on forabout 30 seconds and off for an equal time, making the signal cycle 60seconds.

In each of the systems herein, it is assumed, for convenience, that thetraffic is permitted to travel at a similar rate on all roads of thenetwork where the road crossings are uniformly distant, or at otherspeeds proportionate to any variations in interval spaces.

In the Figs. 1 to 8, the networks include primary oneway roads. Theseone-way roads and the combinations thereof with other one-way andtwo-way roads are found to be far superior to simultaneous two-waysystems, and also superior to a mere one-way primary network.

The networks in the said Figs. l to 8 can be conveniently considered asbeing within Fig. 5, or modifications or alterations thereof, as shownin the respective Figs. 1 to 8. Thus, Ishall refer principally to Fig.5, initially. The-network therein comprises roads l-H to 8-H from top tobottom. and then repeating so that the 9th horizontal road employs asignal system directly parallel to the first road,-and 8 vertical roadsl-V to 8-V left to right, then repeating so that the 9th vertical roademploys a signal system directly parallel to the rst vertical road, sothat the signal systems upon said roads have the following propertiesand arrangements which automatically enable the continuous coordinatedflow of trafiic to be attained.

Road I-H.-Starting at a given position 1-H, 1-V, in Figs. 1 to 8, whichis associated with a signal commencing its horizontal Go period at a 2ndpoint of time in the cycle, there extends a primary lst horizontalseries road to the right so that successive horizontal Go signals atpositions l-V through S-V upon road l-H start at timepoints 2, 3, 4, 5,6, 7, 8 and 1, respectively, then repeating the series, so that signalscommence their cycles horizontally on successive time-point lags of 1/scycle per interval-space, so that one-way platoons of traic arepermitted to travel to the right through successive Go periods ofsignals at a conforming interval-space rate and so that crossingvertical platoons are permitted to follow only on the vertical Goperiods of opposite cycle phase to the horizontalk Go phase.

Road I-V.-As a counterpart to said primary 1st horizontal series road1-H, from position l-H, l-V, there extends a primary 1st vertical seriesroad 1-V downwardly so that successive horizontal Go signals, atpositions 1-H through 8-H upon road 1-V start at time-points 2, 3, 4, 5,6, 7, 8 and 1, respectively, then repeating the series, so that eachsignal commences its cycle horizontally in downward vertical relationone to the other, on subsequent time-point lags of 1A; cycle perinterval-space. Thus, crossing horizontal platoons are permittedsubsequent passage on said horizontal Go periods, so that onewayplatoons of traic are permitted to travel downwardly in the direction oftime-point lag, through successive vertical Go periods of opposite cyclephase to the horizontal Go signals at conforming interval-space rates.

Road 2-H.-From the position 2-H, 1-V, there extends a permissiblesecondary 2nd horizontal series road to the right, so that successivehorizontal Go signals at positions l-V through S-V upon road 2-H, startat the time-points 3, 4, 3, 4, 7, 8, 7, 8, respectively, then repeatingthe series, so that secondary one-way platoons of traffic traveling tothe right at interval-space rates are permitted passage through allsignals approached, so that said secondary one-way platoons becomeshorter and thus have a lesser conductance than primary road platoonsand remain parallel t@ those on road l-H and so that one-way platoonsare restricted to interval-space rates at the positions where road 2-HVcrosses 1-V, Z-V, S-V and 6-V Without any special offset to thehorizontal Go period (but so that a further Z-interval substitution ofStop for Go at the beginning of the horizontal Go period is alsopermissible but not essential at crossings 3-V, 4-V, 7-V and -V whichotherwise turn horizontal Go before being -approached where constantspeed is maintained); and so that road Z-H may be two-way yet itssignals may still operate on long display periods, in

the event that (see Figs. 3 and 4) vertical tratiic is notV permitted tocross at 4-V and S-V (or in the event that long signal displays are notnecessary at the said crossings, as for example on narrow roads, thenthe signals at said crossings, if existent, may be changed concurrentlywith the arrival of the frequent progressive platoons), so that theadditional return platoons to the left, parallel the longer platoons ofthe same direction upon road 3-1-1, with the leftward traticautomatically being restrained to conforming rates at crossings 7-V,6-V, 3-V and Z-V, respectively, upon road2-H, and so that cro-ssingvertical platoons vfollow only on the vertical Go periods (of oppositecycle phase to the horizontal Go signals.

Road 2-l/.-As a counterpart to the said secondary 2nd horizontal seriesroad, but from the relative position 1-H, Z-V, there extends apermissible secondary 2nd vertical series road Z-V toward the base, sothat successive horizontal Go signals, at positions l-H through S-H uponroad Z-V, proceed downwardly at the associated time-points 3, 4, 3, 4,7, 8, 7, 8, respectively, then repeating the series; so that crossinghorizontal platoons are permitted passage at the 'aforesaid positions onhorizonal Go periods of the associated time-points; and so thatsecondary one-way platoons of traic traveling downwardly atinterval-space rates are permitted passage through all signalsapproached upon the following vertical Go periods of opposite cyclephase to horizontal Go signals; so that the shorter said secondaryone-way platoons, providing less conductance remain parallel to those onprimary road l-V, and so that said one-way platoons are restricted tointerval-space rates at the positions where the road 2-V crosses l-H,2-H, S-H and 6-H without any special offset to the vertical Go period(but so that a further two-interval substitution of Stop for Go at thebeginning of the vertical Go period is also permissible but notessential at other crossings at S-H, 4-H, 7-H and S-H, which otherwiseturn vertical Go before being approached, where constant speed ismaintained); and, further, so that road Z-V may be twoway yet itssignals may still operate on long display periods, see Figs. l, 2, 3, 4,6, 7 and 8, in the event that horizontal secondary traffic is notpermitted to cross at d-H and 8-H (or in the event that long signaldisplays are not necessary at the said crossings, as for example onnarrow roads, than the signals iat said crossings, if existent, may bechanged concurrently with .the arrival of the frequent progressiveplatoons), lso that the additional return platoons, traveling toward thetop, parallel the longer platoons of the same direction upon road 34V,with upward trafc being automatically restrained to conforming Iates atcrossings 7-H, 6-H, 3-H, fl-l, respectively, upon road 2-V. i

Road 3-H.-From the relative position 3-H, 1-V there extends a primary3rd horizontal series road to the right, so that horizontal Go signalsat positions 1-V through -V upon road 3-H, start atA precessionaltime-points 4, 3, 2, l, 8, 7, 6, 5, respectively, then repeating theseries, so that the signals commence their `cycles horizontally to theright on subsequent time-point leads of Ms' cycle per interval-space, sothat one-Way platoons of traiic are permitted to travel to the left inthe direction Vof lag (opposite to lead) through successive Go periodsof signals at a conforming interval-space rate, and so that crossingvertical platoons are permitted to follow only on the vertical Goperiods of opposite cycle phase to horizontal Go periods at each signal.

Road 3-V.-As a counterpart to said 3rd horizontal series road, but fromthe relative position 1-H, 3-V, there extends a primary 3rd verticalroad toward the base, so that horizontal Go signals at positions l-Hthrough S-H upon road 3-V, with the signals precessing downwardly, alsostart at the associated Vtime-points 4, 3', 2, 1, 8, 7, 6, 5,respectively, then repeating the series (so that crossing horizontalplatoons are permitted associated passage at the yaforesaid positions onsaid hori- .zontal Go periods); so'that each signal commences its cyclehorizontally in downward vertical relation, one to the other, ontime-point leads of 1A; cycle per intervalspace, and so that one-wayplatoons of trafric are permitted to travel upwardly in the direction oftime-point lag, through ysucceeding vertical Go periods (of oppositecycle phase to horizontal Go) at a-conforming intervalspace rate. i

Road 4-H.-From the relative position 4-H, l-V there extends apermissible secondary 4th horizontal series road to the right, so thathorizontal Go signals at positions l-V through 8-V upon road 4-H, startat the time-points 5, 4, 1, 2, l, 8, 5, 6, respectively, then repeatingthe series, so that secondary one-way platoons of traffic `travelingtoward the left at interval-space rates are permitted passage throughall signals approached, so that theshorter said secondary one-wayplatoons remain parallel to those on road i-H, so that said one-wayplatoons are restricted to interval-space rates at the positions towardthe left where road 4-H crosses S-V, 6-V, 5-V, 4-V, Z-V and l-V, withoutany special offset to the horizontal Go period (but so that a furthertwo-interval substitution of Stop for Go at the beginning of thehorizontal Go period is also permissible but not essential at crossings7-V and 3-V which otherwise turn horizontal Go before being approached,where constant speed is maintained; and, further, so that road 4L-H maybe twoway yet its signals may still operate on long display periods, inthe event that vertical tratti-c is not permitted to cross at Z-'V and6J! (or in the event that long signal displays are not necessary at thesaid crossings, as for example on narrow roads, then the signals at saidcrossings, if existent, may be changed concurrently with the arrival otthe frequent progressi-ve platoons), see Figs. 3 and 4, so that theadditional secondary 4-H return platoons to the left, parallel the`longer primary platoons of the same direction upon road S-l-l, with theleft traflic automatically being restrained to conforming rates atcrossings '7-V, 6-V, S-V and Z-V, respectively, upon road 2-H; and sothat crossing vertical platoons follow only on the vertical Go periods(of opposite cycle phase to horizontal Go periods) at each signal.

Road 4V.-As a counterpart to the said secondary 4th horizontal road, butfrom the relative position 1-H, 4-V there extends toward the base, apermissible secondary 4th vertical series road, so that horizontal Gosignals at positions Irl-I through S-H upon road 4-V, start at thetime-points 5, 4, l, 2, l, 8, 5, 6', respectively, then repeating theseries (so that crossing horizontal platoons are permitted passage atthe aforesaid positions on horizontal Go periods of the associatedtime-points); so that secondary one-way platoons of traine travelingupwardly at intervalspace rates are permitted passage through allsignals approached upon the vertical Go periods of opposite cycle phaseto horizontal Go periods so that the shorter said secondary one-wayplatoons remain parallel to those on road '3l-V, so that said one-wayplatoons are restricted upwardly to interval-space rates at thepositions where road 4-V crosses S-H, oeH, S-H, d-H, 2-H and l-H Withoutany special offset to the vertical Go period (but so that a furthertwo-interval substitution of Stop for Go at the beginning of thevertical Go period is also permissible but not essential at crossings7-H and 3-H), see Fig. 5;

and, further, so that road 4-V may be two-way yet its signals may stillvoperate on long display periods, in the event that horizontal secondarytraic is not permitted to cross at Z-H and 6-H (or in the event thatlong signal displays are not necessary at the said crossings, as forexample on narrow roads, then the signals at said crossings, ifexistent, maybe changed concurrently with the arrival of the frequentprogressive platoons), see Figs. 1, 2, 3, 4, 6, 7 and 8, so that theadditional return platoons progress downwardly, parallel to the longerplatoons of the same direction upon S-V, with downward traflic beingautomatically restrained to conforming rates at crossings 3-H, 4-H, 7-Hand 8-H, respectively, upon road 4-V.

Road LHP-From the relative position 5H, 1-V, there extends a primary 5thhorizontal series road to the right, so that horizontal Go signals atpositions l-V through 8-V on road S-H start at succeeding time-points 6,7, 8, 1, 2, 3, 4 and 5, respectively, then repeating the series, so thatthe signals commence their cycles horizontally to the right onsubsequent time-point lags of 1A; cycle per intervalspace, so thatone-way platoons of traic are permitted to travel to the right throughsuccessive Go periods of signals at a conforming time interval spacerate; so that said horizontal platoons upon roads 5-H travel inpositions alternate to those on 1-H; and so that crossing verticalplatoons are permitted to follow only on the Vertical Go periods ofopposite cycle phase to the horizontal Go periods at each signal.

Road 5-V.-As a counterpart to said primary 5th horizontal series road,but from the relative position of l-H, S-V, there extends a primary 5thvertical series road toward the hase, so that horizontal Go signals atpositions l-H through S-H on road 5-V start at succeeding timepoints 6,7, 8, 1, 2, 3, 4, 5, respectively, then repeating the series (so thatcrossing horizontal platoons are permitted passage at the aforesaidpositions on horizontal Go periods of the associated time-points); sothat each signal commences its cycle horizontally in downward (vertical)relation to the others on subsequent time-point lags of la cycle perinterval-space, and so that one-way platoons of trafc are permitted totravel downwardly at a conforming interval-space rate, throughsucceeding vertical Go periods of opposite cycle phase to horizontal Goperiods); and so that the said vertical platoons upon road S-V travel inpositions alternate to those on 1-V.

Road 6-H.-From the relative position 6H, l-V there extends a permissiblesecondary 2nd horizontal series road to the right, so that horizontal Gosignals at positions 1-V through 8-V upon road 6-H start at thetime-points, 7, 8, 7, 8, 3, 4, 3, 4, respectively, then repeating theseries, so that secondary one-way platoons of tralc traveling to theright at interval-space rates are permitted passage through all signalsapproached; so that the shorter said secondary one-way platoons remainparallel to those on road 5-H, so that said one-way platoons arerestricted within interval-space rates at the positions where road 6-Hcrosses l-V, 2V, 5-V and 6-V without any special offset to thehorizontal Go period (but so that a further two-interval substitution ofStop for Go at the beginning of the horizontal Go period is alsopermissible but not essential at other crossings 3V, 4-V, 7-V and S-Vwhich otherwise turn horizontal Go before being approached, whereconstant speed is maintained), so that the said horizontal platoons uponroad 6-H travel in positions alternate to those on roads 2-H; and,further, so that road 6-H may be two-way yet its signals may stilloperate on long display periods, in the event that vertical secondarytraic is not permitted to cross at 4-V and S-V (or in the event thatlong signal displays are not necessary at the said crossings, as forexample on narrow roads, then the signals at said crossings, ifexistent, may be changed concurrently with the arrival of the frequentprogressive platoons), see Figs. 3 and 4, so that the additional returnplatoons to the left, parallel the longer platoons of the same directionupon road"7-H,' with leftward trac'being automatically 'reaaaasastrained to conforming rates at crossings 7-V, 6V, 3-V and 2V,respectively, upon road 6H; and so that crossing vertical platoons arepermitted to follow only on the vertical Go periods of opposite cyclephase to horizontal Go periods at each signal.

Road 6-V.-As a counterpart to the said secondary 6th horizontal road,but from the relative position l-H, 6-V, there extends toward the base,a permissible secondary 6th vertical series road, so that horizontal Gosignals at positions 1-H through S-H upon road 6-V, proceed downwardly,at the associated time-points 7, 8, 7, 8, 3, 4, 3, 4, respectively, thenrepeating the series (so that crossing horizontal platoons are permittedpassage at the aforesaid positions on horizontal Go periods of theassociated timepoints); so that secondary one-way platoons of traffictraveling downwardly at interval-space rates are permitted passagethrough all signals approached upon the following vertical Go periods ofopposite phase to horizontal Go periods; so that the shorter saidsecondary oneway platoons remain parallel to those on road 5-V, so thatsaid one-way platoons are restricted to interval-space rates at thepositions where road 6V crosses l-H, 2-H, 5-H and 6-H without anyspecial offset to the vertical Go period (but so that a furthertwo-interval substitution of Stop for Go at the beginning of thevertical Go period is also' permissible but not essential at crossings3-H, 4-H, 7-H and S-H which otherwise turn vertical Go before beingapproached, where constant speed is maintained; so that the saidvertical platoons upon roads 6-V travel in positions alternate to thoseon Z-V; and, further, so that road 6-V may be two-way yet its signalsmay still operate on long display periods in the event that horizontalsecondary traiiic is not permitted to cross at 4-H and 8-H (or in theevent that long signal displays are not necessary at the said crossings,as for example on narrow roads, then the signals at said crossings, ifexistent, may be changed concurrently with the arrival of the frequentprogressive platoons), see Figs. 1, 2, 3, 4, 6, 7 and 8, so that theadditional return platoons traveling upwardly, parallel the longerplatoons of the same direction upon road 7-V, with upward traic on 6-Vrestrained to conforming rates at crossings 7-H, 6H, 3-H and Z-H,respectively.

Road 7-H.-From a relative positon 7-H, 1-V there extends a primary 7thhorizontal series road to the right, so that horizontal Go signals atvpositions 1-V through S-V upon road 7-H, start at precessionaltime-points 8, 7, 6, 5, 4, 3, 2, 1, respectively, then repeating theseries, so that the signals commence their cycles horizontally to theright on time-point leads of 1/s cycle per interval-space, so thatone-way platoons of traffic are permitted to travel to the left in thedirection of lag, through successive Go periods of signals at aconforming time interval-space rate; so that the horizontal platoonsupon roads 7-H travel in a position alternate to those on roads 3-H; andso that crossing vertical platoons are permitted to follow only yon thevertical Go periods of opposite cycle phase to horizontal Go periods ateach signal.

Road 7-V.-As a counterpart to said primary 7th horizontal series road,but from the relative position 1H, 7-V, there extends a primary 7thvertical road toward the base, so that horizontal Go signals, with thesignals precessing downwardly, at positions l-H through S-H, start atthe associated time-points 8, 7, 6, 5, 4, 3, 2, 1, respectively, thenrepeating the series (so that crossing horizontal platoons are permittedassociated passage at the aforesaid positions on said horizontal Goperiods); so that each signal commences its cycle horizontally indownward vertical relation one to' the other, on timepoint leads of 1/scycle per interval-space, and so that one-way platoons of traic arepermitted to travel upwardly in the direction of time-point lag throughsucceeding vertical Go periods of opposite phase to horizontalGerperio'ds, at a conforming time interval-'space tte;

so that the said vertical platoons upon roads 7-V travel in a positionalternate to those on S-V.

Road 8-H.--From the relative position S-H, l-V, there extends apermissible secondary 8th horizontal series road to the right,'so thathorizontal Go signals at positions l-V through -V upon road S-H start atthe time-points l, 8, 5, 6, 5, 4, 1, 2, respectively, then repeating theseries, so that secondary one-way plato'ons of traffic traveling towardthe left at interval-space rates are permitted passage through allsignals approached; so that the shorter said secondary one-way platoonsremain parallel to those on road 7-I-I, so that said oneway piato'onsare restricted to interval-space rates at the positions toward the leftwhere road S-H crosses 8-V, 6-V, 5-V, 4-V, 2-V and l-V, without anyspecial offset to the horizontal Go period (but sothat a furthertwointerval substitution of Stop for Go at the beginning of thehorizontal Go period is also permissiblebut not essential at crossings7-V and.3-V which otherwise turn horizontal Go before being approached,where constant speed is maintained) so' thatthe said horizontal platoonsupon road S-H travel in positions alternate to those on road fit-H; and,further, so that the road S-H may be two-way yet its signals may stilloperate on long display periods, in the event that vertical secondarytraffic is not permitted to cross at Z-V and 6-V (o'r in the event thatlong signal displays are not necessary at the said crossings, as forexample on narrow roads, then the signals at said crossings, ir"existent, may be changed concurrently with the arrival of the frequentprogressive platoons), see Figs. 3 and 4, so that the additional returnplatoons to' the right, parallel the longer platoons of the samedirection upon road l-H with right traic automatically being restrainedto conforming rates at crossings S-V, 4-V, 1i-V and S-V, respectively,upon road S-H; and so that crossing vertical platoons follow only on thevertical Go periods of opposite cycle phase to the horizontal Go periodsat each signal.

Rond 8-V.-As a counterpart to the said secondary Sth horizontal road butfrom the relative position l-H, S-V, there extends to'ward the base apermissible secondary 8th vertical series road, so that horizontal Gosignals, at positions l-H through S-H upon road 8-V, start at thetime-points 1, 8, 5, 6, 4, 1, 2, respectively, then repeating the series(so' that crossing horizontal platoons are permitted passage at theaforesaid positions on horizontal Go periods of the associatedtime-points), and so that secondary one-way platoons of traic travelingupwardly at interval-space rates are permitted passage through allsignals approached upon the vertical Go periods of a cycle phaseopposite to the horizontal Go phase, so that the shorter said secondaryone-way platoons remain parallel to those on road 7-V, so that saidone-way platoons are restricted upwardly to interval-space rates at thepositions where road S-V crosses S-H, 6-1-1, S-H, 4-H, Z-l-l and 1-H,without any special offset to the vertical Go period (but so that afurther two-interval substitution of Stop for Go at the beginning of thevertical Go period is also permissible but not essential at crossings7-H and 3-H upon S-V, which otherwise turn vertical Go before beingapproached, where constant speed is maintained); so that the saidvertical platoons upon road S-V travel in a position alternate to thoseon 4-V; and further, so that road S-V may be two-way yet its signals maystill operate on long display periods, in the event that horizontaltraffic is not permitted to cross at 2-H and 6H (or in the event thatlong signal displays are not necessary at the said crossings, as forexample on narrow roads, then the signals at said crossings, ifexistent, may be changed concurrently with the arrival of the frequentprogressive platoons), see Figs. 1, 2, 3, 4, 6, 7 and 8, so that theadditional return platoons, traveling downwardly, parallel the longerplatoons of the same direction upon road pl-V, with traic automaticallybeing restrained to con- CII forming rates at crossings 3-H, if-H, '7-Hand S-H, respectively, upon Vroad S-V. Further, there may be apermissible reduction of one time point in the time-point settings ofthe signals within local areas, located.. at 2-V and 6V upon 2-H, 4-Vand S-V upon 4-H, 2-V and -V upon 6-H,' 4-V and 8-V upon S-H, see Figs.2, 3, 4 and 7.

ln the foregoing description, where two-way roads are introduced intothe system, it is apparent that the number of secondary two-way throughroads may be limited, for example, in Figs. 2 and 4, the dotted linesindicate roads reduced to tertiary status, there being road blocksintroduced at certain time-point positions as designated by parenthesismarks. Said road blocks thereby permit the entrance and exit between oneside of some of the two-way secondary roads and two-way tertiary roads,but the tertiary traffic may not cross secondary two-way traffic at suchpositions. It is evident thatin suchl tertiary road arrangements,coordination is retained so that local tertiary traffic starting at thechange of a signal may proceed a a conforming non-stop speed from oneroad block to the next.

As initially described with respect to Fig. 5, in Figs.v l to S theplatoons of through traflic may acquire interrelated positions. 'Iheplatoon successions in these figures are disposed throughout the networkwith respect to the primary and secondary road basis and thetimedivision basis. However, it should be noted that if deviationstherefrom occur, the juxtaposition of the primary and secondary throughplatoons, as well as their successions, may be, as stated, identifiedwith the primary and secondary road basis, and by the platooninterrelations. Briefty, the flow of progressing through-platoons uponthe secondary roads may be juxtaposed substantially to the side of thelonger primary platoons upon the nearest primary road of the similarvehicle direction considered upon the said secondary road, whether thesecondary road is one or two-way. vIn saturated traffic, the front ofthe platoon-ns of traic on the primary roads, may repeatedly pass nearthe ends of the crossing primary platoons, that is to say the traffic ofone phase may cross behind that of an opposite phase. Figs. 1, 2, 4, 5,6 and 7 disclose a span which vehicles could traverse in a given cycleof time. It may be considered, however, that within each cycle-distanceof a substantially square area, arrangements, comprising eight one-wayprimaries and four two-way secondaries with permissible tertiaryadditions, are especially excellent for model localities. The systemsmay, of course, be larger or smaller.

The Fig. 10 illustrates by the indications of long heavy primary arrows,and by shorter light secondary arrows, the principal progressiveplatoons of traffic in one drawing. However, certain of these platoonsmay be restricted in each one of the systems as shown in Figs. 1 to 8,in order to permit equally long signal displays and, accordingly, permitthe use of wide roads throughout a network without endangering thepedestrian. The squares in Fig. l0 may represent street blocks and thespaces may represent roads; however, both may be considered variable asto proportions and dimensions. The platoons are shown in the positionsthey would occupy at that instant of time when the signals are at thepoint of operation as in Fig. 9, with the horizontal signal display attime-point positions 2 just turning Go. If each of the platoons isconsidered to move constantly for` ward in the direction of the arrow,all of the platoons shown, as well'as those which would follow, maycontinually progress in true coordination without conflict between them.For example, if all of the platoons were considered to be advanced insteps, the design relationship could be repeated each eight steps, sothat the first and ninth steps would be similar, the second and tenthwould be like each other, and so that the remaining steps would alsorepeat in this manner. The platoon relaaangaan tion of each Fig. 1 to 5may be illustrated by simply removing from Fig. 10 either the roads orcrossings or platoon directions not provided in those figures. Specialconsideration is directed to those crossings which occur between diversetime-point positions at the road block indications, as indicated in Fig.10 by the letters a and b. It may be seen that these are inherentlyshort signal display positions by reason of the fact that shortsecondary platoons of traffic upon crossing two-way roads arrive at suchpositions from one of four directions at a time, as for example from thenorth, east, south or west and then repeating, as at crossing Z-V, 4-Hin Fig. 2. In the Fig. l0, such arrivals may be ascertained as at the apositions, for example at 2V, 4-H, where one platoon may be consideredas having come from the west and the other as just arriving from thenorth. The order of succession at the b positions is from thecounterwise relation of north, west, south and east, then repeating.Thus, each o-f the two types of positions may reflect either a clockwiseor counter-clockwise property. lt is apparent that different signalaction may be permitted at said positions in the different figures. Forexample, in Figs. 2, 4, 5 and 7 such signals may permissibly operatesignal displays equal in length to the signals at other crossingpositions, rather than being limited to the inherent short displayrelation, and thereby wider roads are allowable than would otherwise becompatible with more rapidly shifting signals. ln the Figs. l to 5, theplatoons progress as illustrated in relation to Fig. l0, except that ineach case the platoons are affected, as for example by the absence ofdifferent secondary roads as in Figs. l and 3, or by the absence ofcertain secondary platoons to effect one-way secondary operation as inFig. 5, or by the center of the road blocking or absence of certaincrossings at the parenthetic positions in Figs. 2 and 4, thereby topermit long signal displays at wide crossings. In Figs. 6, 7, and 8,wherein the roads are shown in pairs, the various platoons would besimilarly disposed in pairs, Fig. 6 being comparable to Fig. l, Fig. 7to Fig. 2, and Fig. 8 modified from Fig. 6, a difference in these threefigures from Figs. l to 5 being that the platoons do not in all casescross quite as closely to the ends of the other crossing platoons. Thecrossings a and b in Fig. l may also be similarly identified by the roaddesignations in the other figures. Such positions in Fig. are providedwith time-point numbers such as would permit the signals to remainreceptive to the platoons of one direction, without resorting to signaldisplays of shorter length. The signals in Figs. 1 to 8 may operate onlong displays, yet this does not preclude the operation of certainsignals to turn Go with arriving trafiic. If the platoons of Fig. l()are considered to be moving at the same speed, there would be noconflict. Accordingly, if the signals are operated from Stop to Go asthe progressively coordinated platoons arrive at the intersections, arepetitive coordinated sequence would thereby result. Likewise, byestablishing the signal se quence initially, it is apparent that thesignals would then expedite the platoons as above described.

It is apparent that secondary road signals having a two-way progressivebasis (as for example road 2-V at S-H and 7-H) may be operated within aprimary road system by reason of the fact the the signals repeat atcertain crossings at either of opposite phases of a time cycle, althoughadditional interposed signals are permitted. A secondary road therebymay possess certain inherent limitations of balanced two-way progressiveconductance, even if employed in one-way use.

As an example of the utility of the system, referring to Fig. l, if thesystem were applied to an area, wherein the blocks were 330 ft. by 660ft. from road center to road center and pedestrians were allowed secondsat each crossing, the signals thereby working on a 60 second cycle, thespeed of continuous vehicle progression in the system would be 30 milesan hour. At approximate rates of walking by pedestrians, upon primaryroads, utilizing either one or two minutes plus or minus 1A; minute foreach short block and two or three or four minutes per long block plus orminus 1A minute accord ing to the direction, the pedestrians wouldalways proceed past the blocks and street crossings without stopping thewalking pace being slower if in the direction of vehicular traffic. Inthe design of street arrangement, it is also desirable that the longerdirections of the oblong blocks correspond to the longer dimension of acity. The overall utility of Fig. 7 for vehicular traffic is evengreater than in Fig. l, assuming that two adjacent parallel primaryroads with traffic in the same direction are acceptable.

The object of the articulated system in attaining exceptionalperformance may be accomplished by means of the examplesdisclosed. That it can be accomplished, may be Vsupported through aprinciple of analysis which need not be considered in applying theprocess, but which may, nevertheless, assist in illustrating, in auniform use thereof, the systems potential attributes and generalcharacter.

The conductance of any system may be considered the total of theconductances upon all roads within each square mile. The conductance ofeach road can be derived from the formula: Speed times the saturationfactor. The speed is found to be, in miles per hour, equal to thedistance in feet traveled in one cycle of time, divided by the cycleexpressed in seconds, times 3600 seconds per hour 5280 feet per mile sothat the signals progress as a wave. For example, if each horizontalprimary signal in the Figs. l to 5 were in a Go position 2/a of the timerather than 1/2, then it follows that the signals are also in a Goposition extending through 2/3 of the horizontal road unit and the greenwave moves as a group, within which there may be a platoon of movingcars. The secondary road relation to the primary roads is such that thealternating wave of pairs of same-number time-points may be interposedwith non-conflicting and conforming signals so that the extent of the Gospan of progressing signals never falls below the proportion of theexpressed saturation factors as follows:

The saturation factor for each through road in Figs. l to 8 may be foundas follows: For the primary horizontal roads in Figs. 1 to 5 Saturationfactor= duration of horizontal Go period of a cycle duration of completecycle for the primary vertical roads in Figs. 1 to 8 Saturation factor:

duration of vertical Go period of cycle duration of complete cycle Forthe primary horizontal roads in Figs. 6, 7 and 8 aturation factor:

duration of horizontal Go period of a. cyclo l duration of completocycle 16 Sat f L um 10u amor v durait/lon of complete cycle 4 becausecertain signals which operate simultaneously with each other are adistancey apart equal to the space traveled in 1A of the cycle of time,where the said secondary roads cross primary roads.

As an example of this analysis, it may be considered that the Fig. 6,employing 60 second cycles, has been adapted to a locality having 40`short blocks to the mile in one direction and long blocks to the mile inthe other direction. Its conductance would then be calculated as in thefollowingtable:

It should be noted that if the blocks of the above example were larger,the resulting exceptional speed in Fig. 6 would require a longer cyclethan 60 seconds to slow down-the traliic, thereby granting thepedestrian a much greater time allowance than 30 seconds to cross eachstreet with the longer cycle.

It is apparent, also, that these systems can be employed in cases whereexcessively wide roads would prevent the use of other systems dependentupon shortcycles for conducting traic at reasonable speeds.

The principle of evaluation of eectiveness is such that, in the analysisof any road system with a given cycle, for example 60 seconds, theexpansion or contraction of the distances within the unit system to iitwithin a given area produces the same conductance, because upon theexpansion of the distances there is a faster speed and there are fewerroads, and because upon contraction of the distances there is a slowerspeed and there are more roads within the'same given area, and becausein both cases the number of roads multiplied by the speed is equal.Thus, in the analysis of any kind of system, its utility can be clearlyand consistently evaluated, as above, regardless of road concentrationand by further analysis in this way between any different systems theindividual merit thereof can be evaluated comparatively by thisprinciple to determine their utility-and effectiveness. The followingare the comparative ratings regardless of road concentration within agiven square mile, where 6() second time cycles are employed, with equalhorizontal and vertical division of the cycle, with respect toprogressive through traic upon primary and secondary roads in therespective Figs. 1 to 8:

As the above consideration relates to speed times saturation, theplatoon. lengths of both sides of two-way streets may, for convenience,be considered as one. For example, if two-way secondary platoons are twoblocks long in both the N and S directions, this is equivalent to aplatoon only two blocks` long combining both sides of the street.Potential width being a factor to be considered, the streets in theabove examples may be equally wide. rPhe conductance potential of Fig,4, for example, may be considered in relation to one enormous platoonroughly 300 miles long and easily six lanes wide passing a single pointin one hour. rThe relative power of other systems to conduct trafc mayalso be compared in this way, keeping in mind that any short signaldisplays which would restrict the width of the road would also place arestriction on the ultimate conducting power of that road.

' tion and shorten those of the crossing direction.

A completely two-way progressive conventional network would have acomparative conductance of only'120, and a conventional completelyone-way progressive network would have a comparative conductance of only240. Thus, if the Fig. 5 were employed, in a square mile having severalof the Fig. 5 units or fractions thereof in the square mile, the totalamount of horizontal through traic to pass a vertical line could beapproximately equal to one road-wide platoon of cars miles long andthis, added to 180` miles of vertical traffic, equals 360, which is thecomparative conductance in relation to other systems, employing the sameanalysis.

It is, of course, understood that the cams for operating the changes inthe signal lights may not necessarily be divided into two equal portionsof 180 each, but may be divided into unequal portions -of 360, at at 34in Fig. 9 by way of example, with all the cams being substantially thesame. In this way the system can thereby favor either the horizontal orvertical traic, as desired, ac cording to the proportionate duration ofthe two portions of the time cycle. In this connection, it will beunderstood that, accordingly, this Irelationship may take intoconsideration the different loads of tra'ic.

The elfect upon the platoons in Fig. l0 would be to lengthen thepotential size of the platoons in one direc- For example, if the end ofthe 'horizontal platoon arrows. are extended because of the greaterduration of the horizontal Go period, then the front of the vertical platoon arrows would automatically be shortened due to the correspondingdelay of the vertical GoA displays of opposite phase. v

Certain characteristics are inherent in the primary system ofprimary-secondary networks. The basic control sequences on secondaryroads relate to opposite direction equivalents, whereas on theprimaries, they relate to opposite direction extremes in which oneextreme is fast and the other is slow. The controls relating toequivalents are coordinated to those relating to extremes. The fasterextreme is predominant.

Extreme control sequences as provided for on primaries possess certainmultiband characteristics of special merit, particularly the band of alike speed to that of the opposite predominant speed, which comes intouse only by splitting the cycle unequally in relation to theproportionate length of the stop signaling interval along the primary,which is as follows:

Stop interval Predominant extreme now facing the primary )i cycle. undercycle. cycle under l/ cycle. cycle. under l cycle.

Although this commences a continuing series, it is the iirst three abovethat are of the greatest value to automotive traiiic expedition. Thesethree are within primarysecondary networks, making it possible toutilize a primary road forV predominately one-way traic, while alsoeiciently processing a return ow of non-predominant traffic atsubstantially the same speed. Thus special purpose utility would besubstituted for maximum conducting power.

As the point at which the extra band cornes into use is relative to thepoint at which crossing secondary progression may be impeded, cautionshould be exercised not to use this feature except where essential.Employments in which secondaries may not cross are the most receptive toone-way preference, two-way coordinated primaries, as for example on avertical road as shown in Figs. l and 2. This is a special provision forobtaining additional but limited progression in a second directon.However, two-way flows for short distances on primaries are of coursepossible in signaling interval overlaps,v

, 15 Also, the use of a second direction non-progressive or random ilowupon a primary, would not avoid the invention, if the non-stop operatingrelations and procedures shown were employed.

Also, it will be noted that in the different road systems of Fig. 1 to 8the numbers therein, indicating the cam positions, are all consistentwith one another, although in some instances some of the numbers areomitted therefrom. However, this does not preclude the special operationof signals in any manner concordant with the continual coordinatedplatoon progressions which would occur through platoon dispositions, forexample as in Fig. l0, especially with respect to signals at locationsequivalent to positions designated a and b.

inasmuch as the actual conditions of road arrangements in which to applythe progressive networks vary considerably, modifications of myinvention may be made according to the various street directions,irregularities, proportions, dimensions and particular traic problems.It is, accordingly, apparent that the examples and illustrations givenhereinabove are not meant to be limitations of the invention but arepresented for the purpose of illustration and clarication, in order thatothers skilled in the art can apply the same in use and so as to modifythe same when desirable, as may be best suited to the conditions of theparticular road system adopted.

I claim:

1. The process which comprises, establishing a flow of solely-one-wayvehicular traic on two sets of primary roads, one of which sets crossesthe other, in each of which sets the traffic on alternating primariesruns in opposite directions, having also a set of secondary roads, ofwhich secondary set each road is at the side of a primary road and ofwhich secondary set at least one road is between primary roads havingoppositely moving tra'ic on successive primary roads, establishing a owof traffic on said secondary set of roads, and controlling the llow oftraflic crossing on said primary and secondary roads by maintainingvehicular groups on each of the roads which advance continuously asnon-stop traic on all the primary and secondary roads.

2. The process which comprises, estabilshing a ow of solely-one-wayvehicular traffic on two sets of primary roads, one of which setscrosses the other, in each of which sets the traic on alternatingprimaries runs in opposite directions, having also a set of secondaryroads, of which secondary set each road is at the side of a primary roadand of which secondary set at least one road is between primary roadshaving oppositely moving traic on successive primary roads, establishinga flow of traic on said secondary set of roads, and controlling the owof traic crossing on said primary and secondary roads by maintainingvehicular groups on each of the roads which advance continuously asnon-stop trafc on all the primary and secondary roads, in a successionof equal time divisions for the respective vehicular groups, which timedivisions continually recur in each set of roads in a le division of atime-unit cycle.

3. The process which comprises, establishing a flow of solely-one-wayvehicular tratlic on two sets of primary roads, one of which setscrosses the other, in each of which sets the traic on alternatingprimaries runs in opposite directions, having also a set of secondaryroads, of which secondary set each road is at the side of a primary roadand of which secondary set at least one road is between primary roadshaving oppositely moving traflic on successive primary roads,establishing a flow of vehicular trafc compatible with either directionand therefore with both directions on said secondary set of roads, andcontrolling the ow of traic crossing on said primary and secondary roadsby maintaining vehicular groups on each of the roads which advancecontinuously as non-stop tratic on al1 the primary and secondary roads.

4; The process which comprises, establishing a flow of solely-one-wayvehicular traic on-two sets of primary roads, one of which sets crossesthe other, in each of which sets the traic on alternating primaries runsin opposite directions, having also a set of secondary roads, of whichsecondary set each road is at the side of a primary road and of whichsecondary set at least one road is between primary roads havingoppositely moving traftic on successive primary roads, establishing a owof vehicular traic compatible with either direction and therefore withboth directions on said secondary set of roads, in a succession of equaltime divisions for the reprimary and secondary roads by maintainingvehicular groups on each of the roads which advance continuously asnon-stop tratic on all the primary and secondary roads, in succession ofequal time divisions for the respective vehicular groups, which timedivisions continually recur in each set of roads in a 1A division of atime-unit cycle.

5. The process which comprises, establishing a ow of solely-one-wayvehicular traic on two sets of primary roads, one of which sets crossesthe other, in each of which sets the traffic on alternating primariesruns in opposite directions, having also a set of secondary roads, ofwhich secondary set each road is at the side of a primary road and ofwhich secondary set at least one road is between primary roads havingoppositely moving trafiic on successive primary roads, establishing aflow of vehicular tratic compatible with either direction and thereforewith both directions on said secondary set of roads, and controlling theow of traic crossing on said primary and secondary roads by maintainingvehicular groups on each of the roads which advance continuously asnon-stop traliic on all the primary and secondary roads, said secondaryroads having a secondary road crossing said first mentioned secondaryset.

6. The process which comprises, establishing a ow of solely-one-wayvehicular traic on two sets of primary roads, one of which sets crossesthe other, in each of which sets the tratc on alternating primaries runsin opposite directions, having also a set of secondary roads, of whichsecondary set each road is at the side of a primary road and of whichsecondary set at least one road is between primary roads havingoppositely moving traftic on successive primary roads, establishing aflow of vehicular tratlic compatible with either direction and thereforewith both directions on said secondary set of roads, and controlling theflow of traic crossing on said primary and secondary roads bymaintaining vehicular groups on each of the roads which advancecontinuously as non-stop traic on all the primary and secondary roads,in a succession of equal time divisions for the respective vehiculargroups, which time divisions continuallyrecur in each set of roads in a1A; division of a time-unit cycle, said secondary roads having asecondary road crossing said rst mentioned secondary set.

7. The method of routing vehicular traffic repeated at selectedapportionments in a time cycle from Go to Stop and vice versa atselected crossing positions of a road network containing two sets ofprimary one-way roads, one of which sets crosses the other, in each ofwhich sets the traic on alternate primaries is established in oppositeone-way directions, and containing a set of secondary roads some ofwhich are located between the roads of one of said primary sets forcontrolling traic so as to permit simultaneous progression in at leastfour road directions, comprising, at selected crossings along thecrossing primaries in their respective one-way directions, the signalingof Go indications substantially 2/8 cycle later in time from primary toprimary crossing positions, in cycle with time cycle later in anopposite direction, also, at selected crossings along the primaries intheir prescribed one-Way directions from crossing primaries to points ofcrossing secondaries, the signaling of Go indications substantially 1Acycle -later in time than the rst mentioned signaling, in cycle with 7Atime cycle later in the opposite direction, also at selected crossingsalong the primaries in their prescribed one-Way directions from crossingsecondaries to points of successive crossing primaries, the signaling ofGo indications substantially ls cycle later in time than the justmentioned signaling, in cycle with 7/8 time cycle later in the oppositedirection, also, at selected crossings along the secondaries atpositions where they cross primaries, the signaling of Go indicationswithin opposite phases of the time cycle to the Go indications acrossthe said secondaries.

8. The method of routing vehicular traic repeated selectedapportionments in a time cycle from Go to Stop and vice versa atselected crossing positions of a road network containing two sets ofprimary one-way roads, one of which sets crosses the other, in each ofwhich sets the trac on alternate primaries is established in oppositeone-way directions, and containing a set of secondary roads some ofwhich are located between the roads of one of said primary sets forcontrolling traflc so as to permit simultaneous progression in atleast'four road directions, comprising, at selected crossings along thecrossing primaries in their respective one-way directions, the signalingof Go indications substantially 2/8 cycle later in time from primary toprimary crossing positions, in cycle with time cycle later in anopposite direction, also, at selected crossings along the primaries intheir prescribed one-way directions from crossing primaries to points ofcrossing secondaries, the signaling of Go indications substantially l/scycle later in time than the iirst mentioned signaling, in cycle with Vstime cycle later in the opposite direction, also at selected crossingsalong the primaries in their prescribed one-way directions from crossingsecondaries to points of successive crossing primaries, the signaling ofGo indications substantially V; cycle later in time than the justmentioned signaling, in cycle with 7A; time cycle Ilater in the oppositedirection, also, at selected crossings along the secondaries atpositions where they cross primaries, the signaling of Go indicationswithin opposite phases of the time cycle to the Go indications acrossthe said secondaries, also, at selected crossings along the secondariesat positions where they cross secondaries, between primaries of bothsaid primary sets, the signaling of Go indications within 1/s cyclelater in the direction of travel from the preceding Go signalingindications at the primary-secondary crossings, and in which theindications thus provided along the secondaries are consonant withtwo-way progression independent of the traiiic movement prescribed alongthe secondary roads.

9. 'Ihe process as set forth in claim 7 including adjacent primary pairsof like direction and adjacent secondary pairs of roads, which secondaryroads runindividually with two-way traffic, or in either direction withone-way trac.

10, The method as set forth in claim 7 including adjacent primary pairsof like direction and adjacent secondary pairs of roads, which,secondary roads run individually with two-way trat-lic, or in eitherdirection with one-way trailc, and establishing the ow of traic acrossthe pairs in l/a cycle`steps from pair to pair or in A3 steps from roadto road.

11. The process as in claim 1, in which traic control sequences alongsecondaries relate to opposite direction equivalents as distinguishedfrom extremes, coordinated with controls along each primary sequenced inopposite direction extremes.

12. The process as in claim 1, in which traflic control sequences alongsecondaries relate to opposite direction equivalents, coordinated withcontrols along primaries, sequenced in divisions of a cycle, in adirection of predominant ow, complemented in cycling, to

in the opposite direction, n being more than 3.

13. The process as in claim 12, in which n in one crossing direction is8, and in the other crossing direction is 4.

14. The process as in claim l2 in which n is 8 and secondaries cross inthe network.

15. The process as in claim 12 in which n is more than l3 and less than9 or multiples thereof and secondaries n across the given primary,crossed by more than along the given primary, n being an even numbergreater than 3.

17. The process as in claim 5, in which traic control sequences alongsecondaries relate to opposite direction equivalents, cordinated withcontrols along primaries in which frequency speed a, and frequency speedb, expressed in lowest term number relation, make the number of majorcrossing areas per repetitive span c, a herein being 1, b hereinexceeding 3, and a and b herein being opposite direction sequential Howsadding to c.

18. The process as in claim 5 in which primary trafc bands areestablished tothe side of secondary bands, greater in length by to of atime unit cycle, than the secondary bands.

References Cited in the file of this patent UNITED STATES PATENTS2,082,479 Buerke June 1, 1937 2,657,375 Paul Oct. 27, 1953 OTHERREFERENCES American City, May 1927, pp. 611 to 615. Tratex Bulletin2212, CrouseHinds, February l, 1930, page 3, lines 1--7` t A Uru'rlsnvSTATES PAENT OFFICE-` CERTIFICATEV or conREcTloN PatemNo. 2,926,332 'YFbruary. 1969 t Il i'ohn K. Masten 4 l It is hereby certified that errorappears in the printed specification of the above numbered patentrequiring correction and that the said Letters Patent should read ascorrected below.

Column 3, line 39, for "A.C. current" read alternating current column 9,line 44, after "time-points" for 1, 8, 5, 6, 4, 1, 2," read l, 8, 5, 6,5, `4, l, 2, column 10,

line 2, a new paragraph should be made beginning with -"Further,

thereygnay be a"; column. 12, line 6, after "stopping" insert a comma;line 72, before secondary" insert non-dotted column 13, line 67 after"Fig, 4" insert over a square mile area column 14, line 16, for "at",first occurrence, read as lines 57 and 58, strike out "are of thegreatest value to automotive traffic expedition. These three are" andinsert instead may be ;l column 16, line 12, for "in a succession ofegual time divisions for the re read and controlling lthe flow oftraffic crossing on said line 16, for `|'inl succession"v read in asuccession column 17, line 54, for the claim reference number "7 read 5Signed and sealed this 25th day of October 1960.

(SEAL) Attest:

KARL H. AXLINE ROBERT C. WATSON I. Attest/ing Officer I Commissioner ofPatentsl

